Automatic railway-switch



3 Sheets-Sheet 1.

(No Model.)`

H. H. -FRLANDl AUTOMATIG RAILWAY SWITCH.

No. 568,844. Patented Oct. 6," 1896.

(No Model.) 3 Sheets-Sheet 2. H. H. ROLAND'I AUTOMATIC RAILWAY SWITCH.

6 ,84; P .6, No 5 8 4 6. atented Oct 1896 llqlllllllllllllllll (No Model.) s sheets-sheet s.

` H. H. PRLAND. AUTOMATIC RAILWAY SWITCH.

No. 568,844] Patented ont. 6, 1895.

p I I To all whom t may concern:A

UNITED STATES PATENT OFFICE,

HANS HANSEN FRLAND, OF IOLA, WISCONSIN.

AUTOMATIC RAILWAY-SWITCH.

SPECIFICATION forming part of Letters Patent No. 568,844, dated October 6, 1896.

Application filed September 14, 1895. Serial No. 562,473. (No model.)

Beit known that LHANs HANSEN FRLAND, a citizen of the United States, residing at Iola, in the county of Waupaca and State of Visconsin, have invented certain new and useful Improvements in Automatic Railway- Switches; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same. This invention relates to certain improvements in the operating mechanism of switches used on railways, the object of the invention being to provide a simple and easily-operated automatic mechanism which will operate unfailingly to accomplish its purpose; and the invention consists, essentially, in a mechanism carried either by the locomotive or a car and adapted to automatically operate in conjunction with the locking device on the movable-switch for the purpose of releasing the same and shifting the switch, vso that the moving train may be deiiected from the main track to a siding, or vice versa, in order to avoid danger or for such other purposes as may be necessary, the whole arrangement being compact, novel, simple, and accurate in its movements and in its results; and the invention therefore consists also in certain peculiarities in the construction, arrangement, and combination of parts, substantially as will be hereinafter described, and then more particularly pointed out in the ensuing claims.

In the accompanying drawings, illustrating my invention, Figure lis a side elevation of my improved self-acting switch. Fig. 2 is an enlarged perspective view of the portion of the switch mechanism which is carried on the front end of the locomotive or car. Fig. 3 is a top plan view of the same. Fig. 4 is a plan View of a railway-track at a switchingpoint illustrating an embodiment of my present improvement. Fig. 5 is a cross sectional elevational kview of the movable portion of the switch-track, showing the switch locking and releasing mechanism, said view being taken upon the line of Fig. 1. Fig. 6 is an enlarged detail View of a portion of the same mechanism shown in Fig. 5 and indicating more clearly the specific kind of locking device employed.

Similar letters of reference designate corresponding parts throughout all the different figures of the drawings.

A designates the front end of a locomotive, car, or other moving vehicle to which my improved automatically-operatin g switch mechanism is applied. In the arrangement of mechanical parts of my invention I attach a horizont-al forwardly-projecting platformV B to the front end of the locomotive. On this platform is an upright C, which forms a portion of the main frame for supporting said mechanical parts of my improved device. On the platform'B, in front of the upright C, is secured a mettallic frame D. To the upper end of the upright C is secured another metallic frame E.

F denotes a forward brace, the lower end of which is bolted to the front end of the platform B, while the upper end is T-shaped and is constructed, as shown in Fig. 2, to engage and firmly hold the parallel longitudinal parts of the frame E in a horizontal threaded and provided with adjustable nuts for the purpose of keeping the shafts in place in their bearings and for enabling them to be readily removed therefrom when desired. Further, it will be noted that on the shafts a a, near their upper ends, are the hand-wheels G G, which may or may not be used, as preferred. lVhen necessary, these hand-wheels aord convenient means to be laid hold of by the operator for the purpose of partially rotating the shafts a a when such rotation may be found necessary in the adjustment of the shafts or the manipulation of the mechanism for any desired purpose. Another pair of vertical shafts b l), similar to the vertical shafts a a and situated behind the shafts a a, are likewise journaled at their upper and lower ends in the upper and lower frames E and D, in like manner as the shafts d a are arranged.

On the shafts a a, near their lower ends, are fastened the rings Il, connected at their outer ends with rods J and having the stem Il' projecting therefrom` which is formed at its outer end with the vertical yoke 71'. On the shafts b l), near their lower ends, are the horizontal rings each of which has a projecting stem I, which is formed integral with the outer curved yoke or bow z. The horizontal bowshaped parts t' engage the vertical yokeshaped parts 72. in the loose manner shown and described, and yet in a manner sutiicient to keep them in constant connection with each other, so that when the rings II partially rotate the result will be to partially shift the rings I, and, vice versa, when the rings l are partially rotated or shifted the rings H will be more or less revolved. The rings II and their yoke-shaped integral extensions Ipreferably terni the outer guides, and the rings Lwith their horizontal bow-shaped extensions, I preferably7 term the switch-guides, because these parts, in consequence of their intimate relationship and interengagement with each other, as shown and described, assist in steadying the movement of the switclroperating shoes and ettectuallyserve to guide the latter in the performance of their functions in connection with the release ot' the tracklocking parts. These rings I may also be employed as hand-wheels to operate the forward shoes.

J J denote vertical movable shoe-carrying rods having' attached to their lower ends the horizontal shoes or keys K, which I design to operatein connection with the switch-locking ortrack-locking mechanism. These shoes K are coml'ioundly curved from end to end longitudinally, and also their ends are horizontally curved, so as to be somewhat tapered or pointed.

The vertical rods J J are secured rigidly to the guide device ll Il, so that as the rods J move up and down these rings Il move up and down, said rings having at their center square openings which t upon squared por tions of the rods a a. Furthermore, the vertical rods J are provided with the angle-pieces j j, which are bolted securely thereto, said angle-pieces carrying the tubular guides J J', which slide upon the vertical rods a. By means of these guides J therefore, the rods J and the shoes K are guided in their vertical movement. Rods J and shoes K are moved up and down by means of the levers d cl, which are pivoted to the upper ends of said rods J and are fulcrumed in the standards c e, pivotally swivcled on the upper frame E. It is apparent that aslight movement of the levers d d is sufiicient to operate the shoes. On the upper end of the upright C are the upright rods L L, having the upper notches Z Z and the lower notches Z2, said notches being for the purpose of holding the arms d in any desired position. XVhen the shoes K are elevated, the arms d may be caused to engage the notches Z2. Vhen the shoes K are depressed, then the arms d may be placed in the notches i or l'.

g g denote another pair of horizontal shoes, 'similarly shaped, constructed, and situated to the forward pair of shoes K, said shoes ry being directly in the rear of the shoes K and being carried by the depending rods k, which work through perforations in the platform l5 and which pass upward through the frame E, there being attached to their ends the operatingdevers /c k', which lie alongside of the ol'ieratingslevers d d and which are fulcrumed in supports on the upper frame E, and which are adapted to engage not-ches in the rod L in like manner as the arms or lever d are arranged and adapted to operate.

The shoes K K act as keys in connection with the track-locking devices, and the shoes g g have the same function. The shoes K K operate when the train is moving in one direction and the shoes g g when it is moving in the opposite direction. Either one or the other of the shoes K K or the shoes g g may he brought into active position, according as it may be desired to shift the movable part of the switch in one direction or the other.

In Fig. il have represented a railway-track to which my present improvements are applied.

M M designate the rails of the main track, and m m the rails of a siding orswitch-track.

N N denote the pivoted rails oi' a movable portion of the main track, said rails being connected together by the transverse horizontal bar P, which is securely bolted at each end tothe rails N N, andsaid rails being arranged to slide upon the switch-plate O, which is supported on the ties, as shown.

p p denote two horizontal links, which are pivoted at their outer ends to the cross-bar l and at their inner ends are pivoted to each other. On the lower edge ot' one of these links p is a downwardly-projecting pin p, which is adapted to engage one or the other of the notches O', O2, and Oi in the bottom plate O. (See Figs. 5 and (i.) Each of the links p is provided with a right-angled upwardly-projecting linger S. On the stationary bar P are situated stationary right-angled fingers R R, which are similar in shape and form to the lingers S and are contiguous thereto, but are of a slightly greater vertical height. On the bent ends of the stationary fingers R are the rigid deflecting wings R. Also on the stationary bar P, opposite to the points where the fingers R and S ai'e situated and on both sides ol' the bar P, are the rigid inclined detieeting wings Q Q, which form, as it' were, mouths or guides to receive the shoes K or g belonging to the locomotive carrying mechanism of the switch.

IOO

IIO

As the locomotive or other moving vehicle advances along the track and the engineer or operator desires to switch the train onto the siding, he will lower one or the other of the shoes or keys K. The one which is lowered will be in position to engage the finger S belonging to the track-locking devices. The result of such engagement will be to lift said finger S, and consequently to lift the links p p, and thereby disengage the pin p' from the plate O. It will be observed that the finger S cannot be raised any higher than the finger R, inasmuch as the finger R is stationary. When the shoe has completed the raising of the finger S, it will at the same time strike against 'the wings R on the stationary nger R, and the result of this compact will be to laterally shift the track N N side'wise sufficiently far to carry the movable portion of the track away from engagement with the main line, as it is shown in Fig. 4, and place it in engagement with the siding fm 'fm or with some other side-track or switchtrack, as the case may be. It will be obvious that if the shoe engages the left-hand finger R the movable portion of the track will vbe shifted to the left and if it engages the right-hand finger R the movable track will be shifted to the right hand. As the locomotive passes on, the shoes K will clear the track-locking devices, and as soon as this clearance is effected the fingers S S and links p p will drop back by gravity into their former position, so that the pin p will again engage one of the notches in the plate O and lock the switch in its new position. The lower portions of the arms J are bent at right angles, as shown in Fig. 2, in order that while the shoes K pass through the fingers S and R said rods J may pass outside of them.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, isv

1. In an automatic-switch mechanism, the combination with the track-locking devices consisting of a transverse bar rigidly connected to the switch-rails, horizontal links pivotally connected to each other and at their outer ends to the transverse bar, and a locking-pin connected to said links, of releasing mechanism carried by the moving train, and consisting essentially of adjustable shoes which enh gage and shift the track, substantially as described.

2. In an automatic switch, the combination of the mechanism carried by the moving car,

consisting essentially of the vertically-adj ustable shoes and the levers for operating them, of the track-locking devices, consisting essentially of the transverse bar connecting the switch-tracks, horizontal links pivotally connected to each other and at their outer ends to the transverse bar, and -a locking-pin connected to said links, all substantially as set forth.

3. In a switch mechanism, the combination with the releasing contrivances carried by the moving car and including a curved shoe, of the track-locking devices, consisting essentially of a locking-pin carried by a horizontal linked bar pivotally attached to the rigid transverse bar connecting the rails, a releasing-finger therefor ywhich is actuated by the moving shoe, and a stationary shifting iin ger, all arranged substantially as described.

vThe combination of the movable mechanism, consisting of the key-acting shoe or shoes, mechanism for supporting and adjusting them, the interlocking guiding devices to steady or actnate the shoes, and the tracklocking mechanism, comprising a locking-pin, releasing-fingers for said pin, and rigid shifting fingers for the track, substantially as described.

5. In a switch, the combination with a moving vehicle, of an .adjustable shoe thereon, said shoe being compoundly curved and having pointed ends, and the track-locking mechanism, consisting of a locking-pin carried by a linked bar pivotally attached to the rigid transverse bar'connecting the rails, a releasing-finger on said linked bar adapted to be engaged by the aforesaid shoe, and a shifting finger which is rigid with the track, substantially as described.

6. In combination with a track-locking device, of key-acting shoe or shoes carried by vertical rods, said rods having horizontal actuating-levers connected therewith and journaled in a framework on the car-platform vertical rods also j ournaled in said framework, having connection with the shoe-carrying rods and provided with hand-wheels by means of which said shoes may also be operated, substantially as set forth.

In testimony whereof l aiiix my signature in presence of two witnesses.

HANs HANSEN FRLAND.

W`itnesses:

SAM. S. MILLER, C. KIMMELL.

IOO 

